JP2775155B2 - Continuously variable transmission with large torque at low speed - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (1) Industrial Field The present invention relates to a continuously variable transmission, particularly to a continuously variable reduction gear.

(2) Conventional technology In a conventional continuously variable transmission, it is difficult to start from zero rotation, it is difficult to obtain large torque at low speed, and it is difficult to handle large power. There was.

(3) Problems to be solved by the invention It is an object of the invention to provide a continuously variable transmission in which the disadvantages of the prior art have been eliminated.

(4) Means for Solving the Problems The details of the present invention will be described below with reference to the drawings of the embodiments.

Reference numeral 4 denotes an output differential gear, which has a main propeller gear 1, a speed change output shaft 2, and an adjustment shaft 3. The output operation gear 4 has a structure similar to a so-called differential which transmits power from a propeller shaft of an automobile to left and right rear wheel shafts, and the main propeller gear 1 of the present invention is used for a propeller shaft of an automobile. The transmission output shaft 2 and the adjustment shaft 3 correspond to left and right rear wheel shafts in the case of an automobile.

Reference numeral 8 denotes a braking operation gear, which includes a sub-propeller gear 5, a control shaft 6, and a worm shaft 7. The braking operation gear 8 has a structure similar to that of a differential of an automobile, similarly to the output operation gear 4, and the auxiliary propeller gear 5 corresponds to a gear linked to a propeller shaft in the case of an automobile. 6 and the worm shaft 7 correspond to the left and right rear wheel shafts in the case of a car.

An input shaft 10 for driving an input gear 9 engaged with the main propeller gear 1 and the sub-propeller gear 5 is provided. Worm shaft 7
A wheel shaft 13 is provided on a wheel gear 12 that meshes with a worm gear 11 driven by the motor. There is provided a speed increasing unit 14 having the wheel shaft 13 as a low-speed side shaft and the adjusting shaft 3 as a high-speed side shaft. In the case shown in the figure, the speed increasing unit 14 has a structure in which the large bevel gear 15 of the wheel shaft 13 and the small bevel gear 16 of the adjustment shaft 3 are engaged.
Other structures may be used.

The control unit 17 controls the rotation of the control shaft 6. Control unit
17 includes variable speed motors, band brakes,
Others are possible.

Assuming that the output operation gear 4 and the braking operation gear 8 have the same structure, for example, when the main propeller gear 1 and the sub-propeller gear 5 are both driven at 3000 rpm, the following shift is obtained. Are included.

That is, the speed of the transmission output shaft 2 is 0, 2000, 4000 rpm
When the speed of adjustment axis 3 is 4000, 2000, 0rpm respectively
Output operation gear 4 and the speed of the control shaft 6 are 0, 2000,
At 4000 rpm, the speed of the worm shaft 7 is 400
The braking operation gear 8 is set to 0, 2000, and 0 rpm.

(5) Operation Next, the operation of the present invention will be described.

Power input to the input shaft 10 from a power source 18 such as an electric motor or an internal combustion engine is transmitted to the main propeller gear 1 and the sub-propeller gear 5 through the input gear 9.

Here, the above-described gears are used as the output operation gear 4 and the braking operation gear 8, the main propeller gear 1 and the sub-propeller gear are driven at 3000 rpm, and the speed ratio between the worm gear and the wheel gear is increased by 1/20. The description will be made assuming that the speed ratio of the speed section is 20.

When the control shaft 6 is set to 0 rpm by the control of the control unit 17, the worm shaft 7 is driven at 4000 rpm by the braking operation gear 8, and the rotation of the wheel shaft 13 is reduced to 200 rpm by the worm gear 11 and the wheel gear 12, and adjusted. The speed of the shaft 3 is increased to 4000 rpm by the speed increasing unit 14, and the speed of the transmission output shaft 2 is reduced to 0 rpm by the output operation gear 4.

When the control shaft 6 is set to 2000 rpm by the control of the control unit 17, the worm shaft 7 is set to 2000 rpm by the braking operation gear 8.
The rotation of the wheel shaft 13 is reduced to 100 rpm by the worm gear 11 and the wheel gear 12, the speed of the adjusting shaft 3 is increased to 2000 rpm by the speed increasing unit 14, and the speed change output shaft 2 is further driven by the output operation gear 4. 2000 rpm.

When the control shaft 6 is set to 4000 rpm under the control of the control unit 17, the worm shaft 7 is set to 0 rpm by the braking operation gear 8. Transmission output shaft 2 is 4000
rpm.

As described above, when the control shaft 6 is driven at 0, 2000, and 4000 rpm, the power input from the input shaft 10 is correspondingly extracted from the transmission output shaft at 0, 2000, and 4000 rpm, respectively. However, by adjusting the speed of the control shaft 6 within the range of 0 to 4000 rpm according to the same principle, the power input from the input shaft 10 is correspondingly changed from the speed change output shaft 2 to 0 to 4000 rpm. The gear can be taken out in stages.

When a load is applied to the transmission output shaft 2, the adjusting shaft 3 attempts to rotate the worm shaft 7, but the combination of the wheel gear 12 and the worm gear 11 causes the worm shaft 7 to rotate from the adjusting shaft 3 side.
Therefore, the transmission output shaft 2 can output power to the outside. When the rotation of the worm gear 11 changes due to the rotation of the control shaft 6, the wheel gear 12 rotates so as to follow the change, and the rotation of the transmission output shaft 2 is controlled, so that the powerless continuous transmission is performed.

Reference numeral 19 denotes an outer peripheral case of the continuously variable transmission, and reference numeral 20 denotes an operation terminal for operating the control unit 17 from outside the outer peripheral case 19.

(6) Advantageous Effects of the Invention As described above, the present invention enables a continuously variable transmission from zero rotation at a low torque with a large torque at a low speed, and can utilize a differential gear used for an automobile or the like. Since it can be used, it is effective for high power continuously variable transmission.

INDUSTRIAL APPLICABILITY The present invention is effective when used in electric vehicles, trains, ships, large-scale construction, civil engineering machines, and the like.

[Brief description of the drawings]

 The figure is a system diagram of the embodiment of the present invention. DESCRIPTION OF SYMBOLS 1 ... Main propeller gear 2 ... Shift output shaft 3 ... Adjustment shaft 4 ... Output differential gear 5 ... Sub-propeller gear 6 ... Control shaft 7 ... Worm shaft 8 ... Control differential gear 9 ... Input gear 10 Input shaft 11 Worm gear 12 Wheel gear 13 Wheel shaft 14 Speed increasing unit 17 Control unit

Claims (1)

(57) [Claims] An output differential gear having a main propeller gear, a transmission output shaft, and an adjusting shaft; a control differential gear having a sub propeller gear, a control shaft, and a worm shaft; and a main propeller gear and a sub propeller. Includes an input shaft that drives an input gear that meshes with a gear, a wheel shaft of a wheel gear that meshes with a worm gear that is driven by a worm shaft, and a speed increase that uses the wheel shaft as a low speed side shaft and the adjustment shaft as a high speed side shaft Continuously variable transmission having a large torque at a low speed, comprising a control unit for controlling the number of revolutions of a control shaft.